Control mechanism for propulsion systems



Jan. 6, 1948. v H. c. MAY ETAL 2,433,916

CONTROL MECHANISM FOR PROPULSION YSTEMS Original Filed Feb. 10, 1944' 5 Sheets-Sheet 1 0 Ham 1 180312 Stevens ATTORNEY 68 $8 @QN pa Jan. 6, 1948. H. c. MAY ET AL CONTROL MECHANISM FOR PROPULSION SYSTEMS Original Filed Feb. 10, 1944 3 Sheets-Sheet 2 v mwm QNEQN Hum o@@ 0%. 99H

INVENTORS y (1 May Roy R. Stevens ATTORNEY Harr- Jan. 6, 1948. H. 0. MAY ET'AL 2,433,916

CONTROL MECHANISM FOR PROPULSION SYSTEMS Original Filed Feb. 10, 1944 3 Sheets-Sheet 3 Iigil STOP AHEAD- ASTERN RUN 245 -RUN&IDLE (fizIDLE AHEADJ; {i-

. AHEAD I FULL AHEAD EUN ASTERN RUN RUN & |0 LE- 1 1 START jag EN I QQEE STOP f 264 'FULL SPEED FULL 5pm) RUNGEIDLE START v 6 E g? 'FULL 5PEED 272 I 252 255 ASTERN 269 2 2 INVENTOR6I Harry GMay BY Roy R. Stevens 7 ATTORNEY FULL SPEED Patented Jan. 6, 1948 I SYSTEMS Harry C. May, East McKeesport, and Roy R. 1 Stevens, Forest Hills, Pa", assignors to Ihe Westinghouse Air Brake Company, Wilmerdrng, 7

Pa., a corporation of Pennsylvania Original application February 10, 1944, Serial No.

521,798. Divided and this application December 28,1944, Serial No. 570,103 7 3 Claims.

and more particularly to means for controlling a propulsion system, such as for a ship; the present application being a division of our copending application Serial No. 521,798 filed February 10, 1944. I

The propulsion system on certain ships en ibodies reversible internal combustion engines, such as of the Diesel type, for driving the ships propeller, and means are provided for stopping, reversing, starting and for controlling the speed of the engines either individually or in multiple, and for also connecting and disconnecting the engines to and from the propeller.

One object of the invention is the provision of such a system embodying braking means for braking the propeller and any engine or engines connected to said propeller by individual clutches, and further embodying means operable upon operation of a clutch to disconnect an engine from the propeller in order to provide for control of the disconnected engine by individual control means, to maintain said braking means effective, as required, to control the propeller and the engine still connected to said propeller, but non controllable by said individual control means and ineffective upon the disconnected engine.

According to this object, when any one or more engines are connected to drive the propeller, the braking means is effective to stop the propeller and the connected engine or engines upon operation of an operators control device to stop or to reverse the engine or engines. The operation of a clutch to disconnect an engine from the propeller to provide for individual operation and control of the disconnected engine does not change, however, the cooperation and action of the braking means with respect to the engine still connected to the propeller, but does render the braking means ineffective with respect to the disconnected engine. Thus, if one engine is disconnected from the propeller for operating other apparatus such as a fire pump, or possibly for repair, it will have no efiect upon the operation of the braking means for stopping the other engine still connected to and employed for operating the propeller.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diagrammatic view, mainly in elevation, of a pneumatic control system for a, plurality of engines embodying the invention; Fig. 2 is a vertical, sectionalview of a pneumatic control device associcylinder several of which are shown in elevation This invention relates to control mechanism ated with each of the engines shown in Fig. 1 for controlling the individual starting, stopping, reversing, etc., of the respective engine; Fig. 3 is a diagrammatic sectional view of a portion of a selector valve device shown in Fig. 1 in elevation and in Fig. 2 in section,'but' with the selector or rotary'valve' in a diiierent position than shown in Fig. 2; Fig. 4 is a diagrammatic sectional view ofan' operators control device several of which are employed and distributed at different control stations as shown in elevation in Fig. 1; Fig. 5 is a partial plan View of the operators control device shown in Fig. 4; Figs. 6 and 7 are sectionalv views taken on the lines B-6 and 'I--'I,'respectively, in Fig. 4; Fig. 8 is a, sectional view of apneumatic in Fig. 1;' and Figs. 9 and 10 are horizontal sectional views of two different elements shown in outline in Fig. '1.

' Description In Fig. 1 of .the drawings, the reference numerals I and 2 indicate two like internal combustion engines of the reversible Diesel type which are arranged to be connected through hydraulic couplings 4a and 5a and clutches 4 and 5 respectively, to a, common drive shaft 3. The hydraulic couplings 4a and 5a are constantly effective, while each of the clutches 4 and 5 may be provided with a manually operable lever 6 having what may be called an' engaged position, inwhich it is shown in the drawing, for effecting operation of the clutch to connect the respective engine to the drive shaft 3, and being movable to what may be called a disengaged position, indicated by a dot and dash line I, for actuating the clutchto disconnect the respective engine from said drive shaft.

A sprocket wheel 8 secured to turn with the drive shaft 3 is connected by a chain 9,to a sprocket wheel In which is arranged to turn a shaft I I whichmay be a ships propeller shaft.

A brake is associated with propeller shaft II for braking same to stop either or both ofthe engines I and 2. This brake may comprise a brake drum I2 arranged to turn with the propeller shaft I I, and brake shoes I3 arranged at opposite sides of the brake drum for frictionally engaging same. The brake shoes I3 are carried by levers I4 which are operably connected to a controlling lever I5. One end of lever I5 is operatively connected to a brake cylinder device I6 arranged to be operated by fluid under pressure supplied through a pipe I! for actuating said lever to move the brake shoes I3 into frictional engagement with drum I2. Upon release'of fluid under pressure from said brake cylinder device by way of pipe II, lever I5 will operate to allow release movement of the brake shoes I3 away from the brake drum.

The supply and release of fluid under pressure to and from the brake cylinder device It by way of m pipe I1 is arranged to be controlled by a relay valve device I8. The relay valve-device Iii-comprises,

as shown in Fig. 9 of the drawing, a casing hav- 7 peller shaft I I, as above described.

ing chambers 325 and 326 separated by a wall 321 and containing, respectively, twocoaxially aligned poppet valves 328 and 329 arranged to seat'in the same direction. The valve 328 has a fluted stem 332 extending through a bore in wall 321 into chamber 326 wherein it engages the valve 329. A spring 33I in chamber 325 .acts on valve 328 urging it toward a seat provided on wall 321.

The valve 329 has a fluted stem 332 arranged to slide in a portion of a bore 333 provided in a plunger 334 which projects from one side of a piston 335 and which 'is slidably mounted in a bore provided through a wall 333 separating chamber 326 from a chamber 331 at said one side of said piston. A sealing ring 338 carried by plunger 334 has sliding and sealing contact with the surface of thebore through wall 336 to prevent leakage of fluid under pressure from chamber 325 past said plunger to chamber 337. A seat is provided on the end of'plunger 334 for engagement by valve 329.

The bore 333 in plunger 334 is open through one or more ports 3391to' chamber 337 and slidably mounted in said bore is a follower 340 one end of which engages the valve stem 332. A precompressed spring 34I contained in bore 333 is interposed between the opposite end of plunger 343 and the piston 335 for unseating valve 329 from the end of plunger 334. A coil spring 332 encircling plunger 334 in chamber 33'! has one end supported on the casing wall 336 while the opposite end bears against piston 335. Spring 342 is also under pressure and is constantly effective to urge the piston 335 to .the'position shown in the drawing for pulling plunger 334 out of seating engagement with valve32'9.

The valve chamber 325 is open to a fluid pressure supply pipe adapted to be supplied with fluid under pressure from any suitable source. Valve chamber 325 is connected to pipe II leading to the brake cylinder device I6. Chamber 331 is open to atmosphere through a port 2|, while at the opposite side of piston 335 is a control chamber 343 which is connected to a control pipe I9.

The operation of the relay valve device is is as follows:

When fluid under pressure is supplied'to chamber 343, in a manner which will be later described, the piston 335 will move against spring 342 and shift the plunger 334 first into seating engagement with valve 329 and then-act through said valve to open valve 328. When valve 328 is thus unseated, .fiuid under pressure from the supply pipe 20 will flow to pipe I! and thence to the brake cylinder device I6 to effect operation of said device to apply the brake to the propeller shaft II, as above described.

Upon release-of fluid under pressure from piston chamber 343, spring 342 will return piston 335 to the position shown in the drawing. Th pressure of spring 331 on valve 328 is greater than the opposing pressure of spring 't' l-I on the valve stem 332, so that, as piston 335'is returned to the position shown in the drawing, the spring 335 will move the two valves 32B and 329 in unison and with said piston-until valve 328 becomes seated to cut-off the supply of fluid under pressure to the brake cylinder pipe I1. After valve 328 is seated, the spring 34I will hold valve 329 against movement,-sothat,plunger 3'34 moving with piston 335 as it returns to the positionshown in the drawing, will move out of seating engagement with valve 329 and thereby open pipe I! to atmosphere by way of chamber 331 and port 2i for releasing fluid under pressure from the brake cylinder device IE to thereby release the brake on the pro- The-"pipe I9 leads to the side outlet of a double check valve device 22, the opposite end outlets of which device are connected by pipes 23 and 24 to-brake interlock valve devices 25 and 26 associated with the :clutches 4 and 5, respectively.

Ih'e double check valve device 22 is of conventional structure and, as shown in Fig. 10 of the drawings, comprises a shuttle valve 344 which upon supply of fluid under pressure to pipe 23 with pipe 24 vented, will operate in the usual manner to open pipe 23 to pipe I9 and close communication between pipe IQ and pipe 24, while upon supply of fluid under pressure to pipe 23 with pipe 2 3 vented the shuttle valve 343 will operate to open pipe 24 to pipe I9 and close communication between pipes I9 and 23.

The supply and release of fluid under pressure to and from the pipes 23 and 24 is under the control of the brake interlock valve devices 23 and 26, respectively. These devices are identical, in construction and, for illustrative purposes, c ay comprise a casing containing a rotary type plug valve 21 arranged to be turned to either of two diiferent positions by a lever 28. At the interlock valve device 25, the end of lever .28 is connected by a rod 23 to the clutch control lever 6 associated with engine I, while at the brake interlock valve device 26, the lever 28 is connected by a corresponding rod 29 to the clutch control lever 6 associated with engine 2. It will thus be seen that movement of either clutch control lever 6 to its engaged position or its disengaged position will turn the respective plug valve 21 to corresponding positions.

The plug valve 2! in each of the brake interlock valve devices 25 and 26 is provided with a passage 30 arranged to connect the respective pipe 23 or 24 to atmosphere when the respective clutch control lever G is in the clutch disengaged position and to connect said pipe to a control pipe 59 when the lever is "in the clutch engaged position. The pipe59 "at each engine is arranged to be either supplied with fluid under pressure or to be opened to the atmosphere in a manner which will be later described.

Each of the engines-I and 2 is provided with a starting air pipe 34 through which air under pressure may be supplied to certain or all of the cylinders of the respective engine through branches 35 (only one of which is shown in the drawings) in order to effect starting of the engine in the direction determined by the timing or condition of the engines valve gear. The supply of air under pressure to and the cut-01f of such supply to pipe 34 at each engine is arranged to be controlled by a starting air valve 35.

The two starting air valve devices 35 are of identical structure and each may comprise, for the purpose of illustration only, a casing containing a rotary plug valve 345 arranged to control communication between the respective pipe 34 and a pipe 345 adapted to'be supplied, from any suitable source, with engine starting compressed air. A port 341 in the plugvalve 345 is provided for anaem c establishing communication between the respective pipes 346 and 34, and alever 31 is provided for turning said valve to positions for opening and closing said communication. With lever 31- of each of'the starting air valves 36 in the position shown in Fig. 1 the supplyiof starting air to the respective pipe 34 will thereforebe cut off, while upon movement of said lever to a position such vaslindicated by a dot and dash line .38 starting air will be supplied to said pipe, as will be apacting on the piston for urging it to the position shown when therespective control pipe 3| is devoid of fluid pressure. Upon supply of fluid under pressure through the control pipe 3| and thus to pressure chamber 4|, the piston 46 will move against the opposing pressur of spring 43. The piston 40 is. provided with a rod 44, a reduced portion 45 of which extendsthrough a suitable bore in the casing and has its end operatively connected to the end of lever 31 of the respective starting air valve 36. At the junction -of the larger and smaller portions of the piston rod-44 is a shoulder 46 arranged to engage the end of the casing for limiting movement of the piston 40 by pressure of fluid provided in chamber 4|. With this construction it will be seen that with piston 4|] in the position in which it is shown in Fig. 8, which condition will be obtained with chamber 4| open to atmosphere, the respective starting air valve 36 will cut oif the supply of starting air? to pipe 34, while upon movement of piston 4|! by pressure of fluid in chamber 4| to the position in which shoulder 46 on the piston rod engages the casing, the respective air valve 36 will be moved to the position for supplying starting air to the starting air pipe 34.

Each of the engines I and 2 is provided with a conventional speed governor 5|) arranged to be driven by and to operate at a speed proportional to that of the engine for limiting the fuel supply to and thus the speed of the engine in accordance with the adjustment of a governor control lever 5|. The lever 5| may have an engine idling position in which it is shown in the drawing and may be adjusted to any position between this idling position and a maximum speed position such as indicated by a dot and dash line 52. The lever 5| of the governor on each engine is connected to a speed control cylinder 53 arranged to be controlled by pressure of fluid in-a pipe 54.

Each of the speed control cylinders 53, may for thepurpose of illustration, be identical to the starting control cylinder 39 and thus operative with the respective pi e 54 open to atmosphere to move the connected governor control lever 5| to the engine idling position, and operative upon supply of fluid to said pipe to adjust said lever out of the idling position to a position corresponding to the pressure of such fluid. A certain maximum pressure of fluid in the control pipe 54 will cause operation of each speed control cylinder 53 to move the respective governor control lever 5| to the maximum speed position indicated by the dot and dash line 52, as will b apparent. Thelconetrolzof pressureoffluid in pipe 54 ateachof the engines will befhereinafter described, p U Associated with eachofthe engines and ,2 a fuelcut-ofi device 55 which may be arranged to cut off the supply of fuel to the respective engine in any conventional manner, such for example as by rendering the fuel pumps on the engine in effective to provide fuel to the engine's injectors. vEaclrfuel cut-off device 55 may be controlled by a lever 56 having a fuel cut-off position in which .itdsshown inFig. 1 and which is movable from this position to a fuel cut-inposition indicatedby adot and dash-line 51. For moving lever 56 of each fuel cut-ofi devic 55 to its different positions it may be connected to a fuel cut-01f cylinder. 58 which inithe present embodiment may be like the cylinders 53 and 39 above described and which is arranged tobe controlledthrough a pipe 5911 con: nected to pipe 59. When fluid under pressure is supplied to pipes 59 and 59a on each engine the respectivecylinder 58 will act to move lever 56 of the respective fuel cut-off device '55to its fuel cut-elf position in order to allow. stopping'of the engine, while upon release of fluid under pressure from'said'pipes the'cylinder 58 will cause move.- ment of said lever to its fuel supply position, indicated by the dot and dashlline5'l, to allow supplyjof fuel to said engine. I I f I Each of the engines is provided with a rockable shaft 60lfor controlling, in any conventional manher as by g'earsand racks (not shown) the reversing'of the valve timing or valve gear of the respective engine to provide for starting and opera tion of the engine in either one direction or in the reverse direction. A gear 6| is secured to each of the shafts 6|] for turning same and this gearjin turn is arranged to be operated in a manner "and by means which will'be later described. Engines having characteristics and arranged to be controlled by means such as above set forth briefly are well known to those versed in the art, and since the specific structures of such means and of the engines are not essential to a clear understanding of the invention, any further discussion thereof would only involve unnecessary complications in the present application and hence will be dispensed with. 7

The system'for controlling the starting; stopping, reversing; etc. of the engines I and 2 compriseswhat may be called a maneuvering control device 65 associated with 7 each engine, an operators or engineers control valve device 66 associated with each of said maneuvering control devices for individually controlling the respective engine; a remote or pilots control valve device 61 for controlling in multiple or individually the'two engines through the respective maneuvering control devices 65, and a station selector valve device 68associated with each maneuvering control device65 for selectively rendering the engines controllable'by the respective engineers control device-66 or by the pilots control device 61. The control system further embodies adual fluid pressure supply system which normally provides an individual supply of fluid under pressure to each of the maneuverin control devices 65 and engineer's control. devices 66. This dual fluid pressure supply system embodies a source of fluid pressure, such as may be provided in a storage reservoir 69, and two reducing valve devices 10 and II of any suitable structure arranged to supply fluid from this reservoirat a desired reduced pressure through check valves 12 and 13, ofidentical structure, to pipes 14 and'l5leadingto .the maneuveringcontrol devices 65 and eyrssgo 1c 7. engineer's Conner devices ts associatedwith en gines I and 2, respectively. *The--pilotfs 'control valve device '61 is supplied with fluid under pressure through a pipe 1 6 connected to pipe T4.

Each' maneuvering control device E comprises (Fig. '2) a bracket upon which is removably mounted a fluid motor 86 for reversing the v alve gear or timing of the respective-engine, and -a timing or interlock valve device'B-I. Also removably mounted on each bracket-85 is the respective 'engineers control valvedevicefi'fi -and station selector valve device 68.

Each fluid motor ilfi, which may hereafter'be referred to as the reversing motor, comprises a cylinder containing a double acting piston 88 having at one side a pressure chamber 89 and provided with a rod 99 projecting from the opposite side through a pressure chamber 9| and *a pressure head 92 to the exterior of the casing. Outside of the pressure head 92 the rod is provided with gear teeth 90a (Fig. 1), constituting a rack, inmesh with gear ill of therespective engine, whereby movement of the piston 88 in its cylinder will operate the gear 61 .to turn the reversing shaft 69, The'piston 88 has two operating positions, namely, the position ,in which it is shown in Fig. 2 for positioning the shaft 69 toprovide for operation of the respective engine in one or what may be called an astern direc- 'tion, and a second position in contact with the pressure head '92 for conditioning shaft 69, to provide for operationof the respective engine in the reverse, or an ahead direction. Movement of the piston 88 to the asternposition shownin Fig. 2 is arranged to be effected by supplying fluid under pressure to chamber 9| to act on one face of the piston while opening chamber!!!) ,at the opposite face to atmosphere. Movement of piston 188 to its ahead position in contact with the pressure head 92 is arranged to be ,efiected by supplying fluid under pressure .to chamber 89 while opening chamber iii to the atmosphere.

In each maneuvering control device the supply and release of-fluid under pressure tozand from chamber 89 is controlled by means of an ahead control valve device 93, while the supply and release of fluid under pressure toand from chamber 9| is controlled by means of an i-astern control valve device 94 both of which devices-constitute parts of the interlock valve device 81.

The ahead control valvedevice 93 in each maneuvering control device comprises a supply valve contained in achamber-96 and arranged to control flow of fluid under pressure from said chamber to a chamber 91 which'is :connectedwto chamber 99 through a passage :98 and a choke 99 and also by way-of a check valve I.I)9 by-:pass ing said choke, the check valve being arranged to allow relatively rapid flowof Ifluid under :pressure in the direction toward chamber39 but wto close upon reverse or out-flow of fluid lunderipressure from said chamber to render :the choke :99 cffective to control the rate of such out-flow. The chamber 96 containing the supply 'valve 9,5;also :contains a spring 10.! constantly effective onzsaid valve for urging it to its closed positionshown.

In each maneuvering control device 6.5 chamber 96 is open through a passage 192, a-chamber EH13, passage I04 and a chamber .Iilii'to a passage lIlG inthe bracket 85. This passage I96 in the ;maneuvering control device associated with engine (I is arranged tobe constantly supplied with ilui-d underpressure from pipe T4,.whi1e intheEmaneu- :vering control device associated :with engine :12 1

8 the passage I06 will constantly be supplied with :fluid under pressure from pipe I5.

:"Ihe ahead control valve device 93 in each :ma- .neuvering control device 65 further comprises a fluid pressure release valve I 01 contained in chamber! and engaging the end of a stem projecting from the supply valve 95 whereby the two valves are movable in unison. The release valve I01 has a fluted stem slidably mounted'in a bore I20 provided in a plunger I208 which in turn is mounted to slide in a bore provided in a "bushing I99 extending through a chamber H9 which is in constant communication with the atmosphere through .a passage III,Ia chamber H2, and a port I I3. The lower end of bushing I99 engages a ring seal 1 I4 encircling and having sliding contact with theperiphery of plunger J08, while engaging the upper end of said bushing is a similar seal 1115 also having sliding contact with the periphery of plunger I08. These seals are held under compression .at opposite ends of the bushing I99 and in contact with plunger I118 by a nut H6 and are respectivelyeffective to prevent leakage of .fluid under .pressure along said plunger :from chamber 97 to chamber I I26 and from chamber H9 to acha'mber I11 into which the plunger "HlBextends. The bushing [I19 iszprovided with an annular cavity encircling the .plunger I08 and open through a plurality of ports I I8 to chamber IIB. The plunger 1.98 is also .provided with a plurality of ports II9establishing communicationebetween ports H8 :and ,bore within the plunger I08,

.The plunger I08 is provided in chamber H1 .With .a head :I2I disposed above an annular stop shoulder I22 provided for engagement with said head .tolimit downward movement thereof, and interposed between this :head and the opposite end of chamber .I I! is a spring I123 which is under a chosen degree :of pressure. A diaphragm follower I24 .issecured .to .the opposite face of head IN by means of "a stud I25 having .screwthreaded engagement in a bore extending through said head and into theplunger I.08, an-d mounted in this bore below the stud is a follower I26 havin a stem I21 extending through a bore in the plunger andphavingjits end engaging theend of the stem projecting from the release valve I07. An initially compressed spring I28 is interposed between the-end ofstud I25and the follower I29 for holding the release valve 19'! against movement "upon movement of plunger I98 .in a directi-onaway from said release valve with the supply valve 95 closed.

' .Th-e follower 1 -29 engages lone side of a flexible diaphragm I29 which :has ;at its opposite side a timing *chamber I90. The chamber-I39 .is connected througha passage 'I3I, .a choke I32 .and a passage I39 to the respective station selector valve :device 198. By-passing the choke I32 is a communication including two check valves 134 and E35, arranged to permit flow ,of fluid from chamber 135 around the choke I32 at a relatively rapidrate but to prevent .flow in the .reversedirection, soitha't inflowof fluid pressure to saidchamber may be limited'by the 'flow capacity of choke 192. The check valve I35 issubject tojthe seating pressure of alight bias spring 53,6.

With chamber at atmospheric pressure or charged with fluid at a pressure 'below a certain degree, spring I23 will maintain the diaphragm 12s in contact with a stop I37 and the plunger #99 will be elevated by said spring to a position such :as shown in the drawing to allow closing -of the fluid pressure supply valve 95 by spring I-DI establishing communication between the-respective pipes 346 and 34, and a lever 31 is provided for turning said valve to positions for opening-and closing said communication. With lever 31 of each of the starting air valves 56 in the position shown in Fig. 1 the supply of starting air to the respective pipe 34 will therefore be out off, while upon movement of said lever to a position such as indicated by a dot and dash line 38 starting air will be supplied to said pipe, as will be apparent.v

Movement of lever 31 of each of the starting air valves 36 to its different positions maybe controlled by a starting control cylinder 39 which is in turn controlled by pressure of fluid in a control pipe 3|. Each of the cylinders 39 may comprise, as shown in Fig. 8, a piston 46 having at one side a pressure chamber 4|. open to the controlpipe 3| and having at the opposite side'a non-pressure chamber 42 containing a spring 43 acting on the piston for urging it to the position shown when the respective control pipe 3| is devoid of fluid pressure. Upon supply of fluid under pressure through the control pipe 3| and thus to pressure chamber 41, the piston 46 will .move against the opposing pressure of spring 43. The piston 40 isprovided with a rod 44, a reduced portion 45 of which extends through a suitable bore in the casing and has its end operatively connected to the end of lever 31 of the respective starting air valve 36. At the junction of the larger and smaller portions of the piston rod 44 is a shoulder 46 arranged to engage the endsof the casing for limiting movement of the piston 40 by pressure of fluid provided in chamber 41. With this construction it will be seen that with piston 40 in the position in which it is shown in Fig. 8, which condition will be obtained with chamber 41 open to atmosphere, the respective starting air valve 36 will out off the supply of starting air-to pipe 34, while upon movement of piston 40 by pressure of fluid in chamber 4| to the position in which shoulder 46 on the piston rod engages the casing, the respective air valve 36 will be moved to the position for supplying starting air to the starting air pipe 34.

Each of the engines I and 2 is provided with a conventional speed governor 50 arranged to be driven by and to operate at a speed proportional to that of the engine for limiting the fuel supply to and thus the speed of the engine in accordance with the adjustment of a governor control lever 5|. The lever 5| may have an engine idling position in which it is shown in the drawing and may be adjusted to any position between this idling position and a maximum speed position such as indicated by a dot and dash line 52. The lever 5| of the governor on each engine is connected to a speed control cylinder '53 arranged to be controlled by pressure of fluid in a pipe 54.

Each of the speed control cylinders 53, may for the purpose of illustration, be identical to the starting control cylinder 39 and thus operative with the respective pipe 54 open to atmosphere to move the connected governor control lever 5| to the engine idling position, and operative upon supply of fluid to said pipe to adjust said lever out of the idling position to a position corresponding to the pressure of such fluid. A certain maximum pressure of fluid in the control pipe 54 will cause operation of each speed control cylinder 53 to move the respective governor control lever 5| to the maximum speed position indicated by the dot and dash line 52, as will be apparent. The control .of'p essu io fi idiin pi t. a h of ithe engines willbe hereinafter described. Associated with each ofthe engines 1 and 2 isa fuel cut-0i de i e w h may bea ne dto cut off the supply of fuel to therespective engine nanvcqnv t onal ma n u h fo e m le as by re icle eih .fuel u s n the e g n e effective to providefuel to the engines injectors. Each fuel cut-off device55 may be controlledby a lever 56 having a fuel cut-off position in which it is showninFig. 1 and which is movable from this position to a fuel cut-in position indicated by a dot and dash line 51. For moving lever 56 of eachfuel cut-elf device 55 to its different positions it may be connected to a fuel cut-off cylinder :58 Whichin the present embodiment may be like the cylinders 53 and 39 above described and which is arrange d'to be controlled through a pipe 59a connected to pipe 59. When fluid under pressure is supplied 'to pipes 59 and 59a on each engine the respective cylinder 58 will act to move lever 56 of the respective fuel cut-off device'55'to its fuel cut-off position in order to allowstopping of the engine, while upon release of fluid under pressure from, said pipes the cylinder. 58 will cause movement of said lever to its fuel supply position, inv dicated by the dot and dash line 51, to allow sup ply of fuel to said engine. "f Each'of the engines is provided with a rockable shaft'66 for controlling, in any conventional manner as by gears and racks-(not shown) the reversing of the valve timing or valve gear of therespective engine to provide for starting and operation of v the engine in either one direction or in the reverse direction. A gear 6| is secured to each of the shafts 60 for turning same and this gear in turn is arranged to be operated in a man ner andby means which will be later described, Engines having characteristics and arranged to be controlled by means such as above set forth briefly arewell known to those versed in the art, and since the specific structures of such means and'of the engines are not essential to a clear understanding of the invention, any furtherdis cussion thereof would only involve unnecessary complications in the present application and hencewill be dispensed with. I The system for controlling the starting, stop ping, re'versing,'etc. of the engines'l and 2 comprises-What may be called a maneuvering control device 65 associated with each engine, an operator s or engineers control valve device 66 associated with each of said maneuvering control de-' vices for individually controlling therespective engine, a remote or 'pilots control valve device 61 for controlling in multiple or individually the two enginesthrough the respective maneuvering control devices 65, anda station selector valve device 68 associated with each maneuvering control device 65 for selectively rendering the engines con trollable by the respective engineers control de-i vice 66 or. by the pilot's control device 61. The control system further embodies a dual fluid pressure supply system which normally provides an individual supply of fluid under pressure to each of. the maneuvering control devices 65 and engineer's controlldevices 66. This dual fluid pressure supply system embodies a source of fluid pressure, such as may be provided in a storage reservoir 69, and two reducing valve devices l6 and H of any suitable structure arranged to supply fluid from this reservoir at a desired reduced pressure. through checkivalves "and 13, of identical structure, to pipes 14 and Y15 leading. to, the maneuvering. control. devices. 65 "and 7; engineers contro1 devices 69 asscciated with en'- gines I and 2; respectively; The pilots control valve device 61 is supplied withfi'uid underpressureth'rough' a pipe I connectedt'o' pipe I4;

Each maneuvering control device comprises (Fig.2) a bracket 85-upon whichis'remova'bly mounted a fluidmotor 86 for reversing the valve gear ortiming of the respective engine; and a timing or interlock valve device 81; Also'removably mounted on each bracket 05isthe respective engineers control valve device 66 and station selector valve device 60.

Each fluid motor 80, which may hereafter'be referred to asthe reversing motor, comprises'a cylinder containing a double acting piston 88 having at one side a pressure chamber 89 and provided with a rod 90 projecting fromthe opposite side through a pressure chamber 91' and a pressure head 92 to the exterior of the" casing. Outside of the pressure head 92 therod" 90-is provided with gear teeth 90a (Fig. 1'); constituting a rack, in mesh'with gear lil of the respective engine, whereby movement of "the piston88inits cylinder will operate the gear 61 to'turn' the reversing shaft 60. The piston 88 has twoope'r ating positions, namely, the'position inwhich'it is shown in Fig. 2 for positioning the" shaft 60 to provide for operationof theresp'e'ctive'engine in one or what maybe called an astern direction, and a second position in contact with the pressure head 92 for conditioning shaft 60 to provide foroperation of the respective engine in the reverse, or an ahead direction. Movement of the piston 88 to the astern position shown in Fig. 2 is arranged to be effected'by supplying fluid under pressure to chamber 9| to act onone face of the piston while opening chamber 89 at the opposite face to atmosphere. Movement? of piston 88 to its ahead position in contactwith the pressure head 92 is arranged to be efiected by supplying fluid under pressure to chamber 89 while opening chamber 9| to the atmosphere.

In each maneuvering control device the supply and release of fluid under pressure to and from chamber 89 is controlled by means of an ahead control valve device 93, while the supply and release of fluid under pressure to and from chamber 9I is controlled by means of an astern control valve device 94 both-of which'devices constitute parts of the interlock valvedevice 81-.

The ahead control valve device 93 in each maneuvering control device comprises a supply valve 95 contained in a chamber-90 and arranged to control flow of fluid under pressure from said chamber to a chamber 91 which is connectedtto chamber 99 through a passage 98= and'a choke 99, andalso by way of a check valve I00-"by-passingsaid choke, the check valve being arranged to allow relatively rapidfiow of fluid under pressure in the direction toward chamber 89 but to close upon reverse or out-flow of fluid under pressure from said chamber to render the choke 09 effectlve'to control the rate of" such out-flow. The chamber 96 containing the supply valve 95: also contains a spring IOI constantly efiective on said Valve for'urging it to its closed position shown.

In each maneuvering control device'fi Bchamber 96 is open'through'a passage I02;.a ehamber'Illii, passage I04 and a chamber I05 to-a passage I00 in the bracket 05. This passage I06 in themaneu-Vering control device associated with engine I 1 isarranged to be constantly supplied with zfluid under pressure from pipe Mpwhile inthemaneuvering: control device associated with engine" 2' 8 the passage I06-will constantly be supplied with fiu'id under pressure from pipe I 5.

Thearahead controlvalve device 93 in each'maneuvering: control device 65' further comprises a fluid pressure release valve I01 contained in chamber 97 and engaging the end of a stemprojecting from the supply valve whereby the two valves are movable in unison; The release valve I01 has a fluted stem slidably mounted in a bore I20 provided in a plunger I08 which in turn is mounted to slide in a bore provided in a, bushing I09 extending through a chamber IIO which is in constant communication with the atmosphere through a passage. III, a chamber II2-,.and a port H3; The lower end of bushing I09 engagesa ringseal II 4 encircling and having sliding contact with the periphery of plunger I08, while-engaging the upper'end of said bushing isa similar seal I15 also having sliding contact with the: periphery of plunger I08. These seals are held. under compression at opposite-ends of the bushing I09 andin contact Withplunger I 08'by a'nut I I6rand are respectively effective to prevent leakage of fluid under pressure along said' plunger from chamber 9'I'to chamber I I 0and fromchamher I I0 to" acham'ber I IT into which the plunger I08eXtends. The bushing I09 is provided with an annular cavity encircling the plunger I08 and open through a plurality of ports II8 to chamber H0. The plunger I08 is alsoprovidedwith rplurality' of ports II9 establishing communicationrbetweenports H01 and bore I20 within the plunger 'I 08,

The plunger I08 is provided in chamber I l? withv a head I2I disposed above an annularv stop shoulder I22 provided'for engagement with said head to limit downward movement thereof, and interposed betweenthis head and the opposite endlof' chamber I I1 is a spring I23 which isunder a chosenidegree-of pressure. A diaphragm follower' I24 issecure'd'to'the oppositeface of'head I2I'by means of a stud I25 having screwthreaded engagement in a: bore extending through said head and into. the-plunger i00 and mounted in this bore-belowthe'stud: is a: follower I26 having a stem I 2] extending. through a bore in the plunger andha-v-ing its endengaging' the end of the-stem projecting. from the release valve IIJ I. An: initially compressed spring: IE0 is inter-posed between-theend'of stud I25 and the'follower I25 for holding the'release valve I01 against movement upon movement of plunger I 08' in a. direc ti-on away from saidrelease valve with the supply valve 95 closed;

The follower Ila-engages one'side of' a-flexible diaphragm I 29 which has at'its opposite side a timing chamber I30; The chamber I30 is connected through a passage I31, a choke I32 and a passage I33 tothe respective station selector valve device 68; By-passing the choke I32 is'a. communication including two check valves I34 and I135, arranged to permit flow of fluid from chamber I30 around the choke I32 at arelatively rapiiira'te-but to prevent flow inthe reverse direction; so thatinflow of sum pressure to saidchamber may be'limited by the flow capacity of choke I32. The check valve I35 is subject to the seating pressure'o'f a light biasspring I 30.

With chamber I30 at atmospheric pressure or charged with fluid at a' pressure below a certain degree, spring I23- will maintain the diaphragm Iii' l in contact with a stop-I31- and the plunger I'BB-will be elevated by said spring to-a position such: as shown in the drawing to allow closing of the -fluid pressure supply valve 95 by spring I0-I and opening'of the release valve-I01 under, the ac tion of spring I28. When fluid is supplied to chamber I39 at a. pressure sufiicient to overcome the opposing force of spring I23, the diaphragm I29 will deflect downwardly to an extent limited by contact between plunger head I2I and the annular stop I22. The force of spring I9I. against the supply valve 95 exceeds that of spring, I28 against the release valve I01, as a result of which; this downward movement of diaphragm I29 and follower I24 and thereby of. plunger I08 will, be relative to the release valve I01 until said lunger contacts said valve which closes communication between chamber 91 and chamber IIIl. Further movement of the diaphragm follower will then act through the release'valve I01 to open the supply valve 95.

The astern control valve device. 94 in each maneuvering control device 65 is structurally identical to the ahead control valve device 93 just described and, briefly; comprises a fluid pressure supply valve I 40, a fluid pressure release valve I4! and a flexible diaphragm I42 operatively connected to these valves'for controlling same in accordance with pressure of fluid in a control chamber I43 which isconnected through a passage I44, a choke I45 and a passage I46, to the respective station selector valve device-68. By-passing the choke I45 is a communication in which, are disposed two serially arranged check valves, I41, and I48, to provide relatively rapid outflow of fluid pressure from chamber I43 but to render choke I45 effective to limit inflow. The check valve I49 is subject to the pressure of a light seating spring Inthe astern control-valve device 94 the supply valve I40 is contained in chamber 96 and is arranged to control flow of fluid'pressure from said 7 chamber to a chamber I50containing the release valve I4I. Chamber I50 is connected through passage II and a choke I52 to chamber 9i below the reversing piston 88. A communication by-passing choke I52 and containin a, check valve I53 is provided to allow relatively rapid inflow of fluid pressure to chamber 9I but tolimit outflow of fluid pressure therefrom to :a degree controlled by the flow-capacity of choke I52. The release valve I4I in the astem control valve device 94 is provided for controlling the release of fluid under pressure from chamber I50 and thereby chamber 9I beneath the reversing piston 88 to chamber H0 and thence to the atmosphere.

The timing and interlock valve device 81 associated with each of the maneuvering control valve devices 65 further comprises a starting control valve device I55 for the respective engine, anda fuel, and brake control valve device I56 ,for controlling the cut-in and'cut-ofi of the fuel supply to the respective engine, and for alsocontrolling the brake associatedwith the propeller shaft II.

Both of the control valve devices I55 and I55 in each maneuvering control device 65 are structurally identical to the control valve devices 93 and 94 above described.

The starting control valve device therefore comprises a fluidpressure supply valve I51, a fluid pressure release valve 158 and a flexible diaphragm I59 operatively connected to said valves for controlling'same. The supply valve I51 is contained in achamber I60 which is connected by a passage I6I to the respective station selector valve device 69 and said valve is'arranged to control flow of fluid from this chamber to a chamber I62- which is connected to pipe 3I leading to the starting an control cylinder 39' on the respective engine. The release valve I58 of the starting control valve device I55 is contained in chamber I62 and arranged to control a fluid pressure release communication between chamber I62 and chamber H0. The diaphragm I59 is arranged to be controlled by the pressure of a spring I91 and the opposing pressure of fluid in a chamber I63 which isconnected through a passage I64 and a choke I55 to a passage I66 in the bracket 85.

The fuel and brake control valve device I56 comprises a, valve I10, a valve HI and a flexible diaphragm I12 for controlling said valves in accordance with pressure of fluid effective in a chamber I13 and the opposing pressure of a controlflspring I69. In the present structure the valve I10 constitutes a release valve which is contained in chamber H2 and which is arranged to release fluid under pressure from a chamber I14 to chamber II2 for flow to the atmosphere through port H3. The valve I1I constitutes a supply valve for controlling supply of fluid under pressure from chamber I03 to chamber I14 which is connected to pipes 59a and 59 leading to the fuel cut-off cylinder 58 and to the brake interlock valve device 25 or 26 associated with the respective engine. Chamber I13-is connected through a communication including two serially arranged check valves I15 and I16 to passage I64, thecheckvalves being arranged to provide for flow of'fluid under pressure from said passage to said chamber butto prevent flow in the opposite direction. The check valve I16 is subject to the light seating pressure of a, bias spring I11 urging same to its closed position.

The timing and interlock device 81 associated with each maneuvering control device 65 also comprises a double check valve I 82 open at opposite ends to passages I18 and I19 connected respectively to chambers 91 and I50 in the ahead and astern control valve'devices 93 and 94. The double check valve I 82 is arranged to control communication between the two passages I18 and I19 and a passage I 80 which leads to chamber I13 above the-diaphragm I12 in the fuel and brake control valve device I56. Withthe double check valve in the position shown it openscommunication between passages I80 and I18 and closes communication between passages I80 and I19; In an opposite position the double check valve will open passage I80 to passage I19 and will close communication between passage I80 and passage I18.

' In the bracket 85 of each maneuvering control device is a double check valve device I85 comprising a bushing I86 which is encircled midway between its ends by an annular cavity I81 to which is connected passage I66 The bushing I86 is provided interiorly and midway between its ends with abridge having an axial bore I88 open to chamber I81 through a plurality of radial bores I89. I At one end of the axial bore I88 is an annular seat I99 arranged for sealing engagement by a valve I9I contained in a chamber I92, while at the; opposite end of said bore is an oppositely arranged annular seat I93 provided for sealing engagement by a valve I94 contained in a chamber I95. The two valves I9I and I94 are connected for movement in unison by a stem I96 loosely extending through the axial bore I88. This stem is of such construction as to allow flow of'fluid past either valve I9I or I94, When unseated. to bore I88 for supply to the annular chamber I81. W

, Chamber I92 is connected to a passage I91 arranged to be connected to chamber-9! below 11' the reversing piston 38 when'sai'd piston isin its upper or astern position as shown in the drawing, Chamber I25 is connected to a passage I98 arranged to be opened to chamber 89' above the reversing piston 88 when said pistonis in its'lower or ahead position in contact with the pressure head 92. A choke I99 isprovi'ded in passage I91 to limit flow of fluid pressure through said'passage in the direction of chamber I 92in the double check valve device I85 for reasons which will be later described. The flow capacity of choke I99 is however great enough with respect to clearance space which may be provided around the double check valve I! to allow flow of fluid past said valve to the axial bore I88, to provide a sufficient difierential in fluid pressures on said valve upon said flow to move said valve into contact withseat I90 when chamber I95 containing the check'valv'e I 94 is at a pressure slightly exceeding atmospheric pressure. A similar choke 200 is-provided' in passage I98.

The station selector valve device 68 associated witheach of the maneuvering controldevice's' 65 comprises a rotary valve 2' contained in a chamber 215 and having two difie'r'ent control positions', namely a remote control position, in which it is shown in Fig. 2, to provide for control of the respective engine by operation of the pilot's con trol valve device 61, and a local control position, in: which it is shown in Fig. 3, to provide for individual control of the engine by the respective cng'ineers control valve device 66. A hand operated lever 203 is operatively' connected to the rotary valve 202 for turning same to its different positions.

The brackets 85 of the two maneuvering control. devices 65 are connected in parallel (Fig. 1) to an ahead control pipe 205, an astern control pipe 205, a starting control pipe 201 and a speed control pipe 208, and all of these pipes are also connected to the pilots control valve device 61'. At each engine, pipe'54 connected to the speed cohtrol cylinder 53 is also connected to the respective bracket 85, as well as the fluid pressure supply pipe I4 or I5, as above described.

All of these pipes 20-5, 206, 201 and 208 and 54, as well as passage I05 in the bracket, which is supplied with fluid under pressure from either pipe 14 or I5, are connected to the seat of the rotary valve 222 in each of the station selector valve devices.

In the remote control position of the rotary valve 202 in each selector device 68, the ahead control pipe 2B5 is connected by a cavity 209 in said valve to passage I33 leading to the ahead control valve device 93-, while the astern control pipe 206 is connected through a cavity 2 I 0 in said valve to passage I46 leading to the astern control valve device 94, The starting control pipe 221 is connected through a cavity 2II in said valve to passage I6I leading to the starting control valve device I55, while the speed control pipe 208 is connected by a cavity 2| 2 in said valve to pipe 54' leadin to the speed control cylinder 53'.

Also connected to the seat of rotary valve 202 in each station selector valve device 68 are passages 205a, 256a, 267a, 208a and 16a. All of these passages are closed by the rotary valve 202'in its remote control position (Fig. 2') except passage "16a which is opened through a cavity 2I6 in said valve to an atmospheric exhaust port 2I'I.

In the local control position of each rotary valve 202 (Fig.3) the ends of pipes 208, 256 and 205 are lapped by said rotary valve and the fluid pressure supply passage IDS is connected by a cavit'y'2I'Ia to passage 15a. The ahead passage I33 and astern passage I26 are connected, respectively, by cavities 2I8 and 2IS in the rotary valve to passages 225a and 2536a. The starting control passage I6I is connected by a cavity 220 inthe valve 220 to passage 201a, while the speed control pipe 54 is connected by a cavity 22I in said valve to passage 208a. In each bracket the passages 205a, 205a, 201a, 228a and 16a all lead to a mounting face 222 on the bracket against which the respective engineers control valve device 66 is adapted to be removably secured.

As above described the several pipes connected to the brackets 85 of the two maneuvering control valve devices 65 are also connected to the pilots control valve device 61, such connections being made to a bracket 223 upon which the pilots control Valve device is removably mounted. The passages 205a, 208a, 201a, 226a and 16a opening at the face 222 of each of the maneuvering control device brackets 85 correspond in relative position and in function to those in the bracket 223 of the pilots control valve device 51, whereby the same control valve device can be used at the pilots control station and at the engineers control station at each engine.

In Fig. 4 of the drawings is shown the pilots control valve device 61 mounted on the bracket 223,.and since the engineers control valve devices 66 are identical, except for the part upon which they are mounted, the following description of the pilots control device 61 will therefore apply to the engineers control device 66.

As shown in Fig. 4, the pilots control valve device 6'! comprises a base portion arranged for mounting on the bracket 223 and contains an ahead pilot valve device 224 and an astern pilot valve device 225. Mounted on the base portion is a speed control valve device 226 with which there is associated a starting control valve device 221.

The ahead pilot valve device 224 comprises a fluid pressure supply valve 228 which is contained in a chamber 229 supplied with fluid under pressure from pipe I6 and arranged to control communication between said chamber and a chamber 230 which is connected to the ahead control pipe 205. A spring 236 in chamber 229 acts on valve 228 to seat same. A release valve 23I contained in chamber 231] rests on the end of a fluted stem projecting from the supply valve 223 and has a stem slidably mounted in a bore 2133 provided in a plunger 232 which is mounted to slide in the casing. The valve 23! is provided for controlling communication between chamber 230 and bore 233' in the plunger, which bore is open to the atmosphere through a passage 232. A spring 235 in bore 233 acts on the release valve stem for maintaining the release valve in contact with the stem of the supply valve 228 upon movement of the plunger 232 in a direction away from the release valve for opening communication past said release valve. Upon movement of the plunger 232 in the direction of the release valve 23 I the spring 235 will maintain the supply valve 228- seated against the pressure of spring 235 acting on the release valve, whereby the plunger will initially move into contact with the release valve for closing communication between chamber 232 and the atmosphere, and will then act through said valve to unseat the supply valve 228. Uponmovement of plunger 232 in the opposite direction or away from the release valve,

the spring 236 will seat 'valve 228 ronowewby movement of plunger 232 out of contact with the release valve 23L The astern pilot valve device 225 is structurally identical to the ahead pilot valve device 224'comprising a supply valve 231 contained in chamber .229 for controlling communication between said chamber and a chamber 238 which is connected to the astern control pipe 206. A-release *valve 239is provided in chamber 238 "for controlling communication between said chamber and the atmosphere; A plunger 240 is provided to cooperate with the release valve 239' for controlling operation thereof and of the supply valve231'.

The starting control valvedevice 221 may also be structurally identical to the ahead'run valve device 224 and may thereforecomprise asupply va1ve242 contained in a chamber 243 whichis supplied with fluid under pressure from pipe 16, and which valve is arranged to control fiow of .fluid from said pipe to a chamber 244, which is open to the starting control pipe 201-; The startingeo ntrol'valvedevice further comprises a fluid pre sure lea valve an a P n .24 arranged to cooperate withsaid valve to control release offiuid'under-pressure from chamber 244 to the; atmosphere. v V

-;The speed control valve device 2 25 may lee-of any conventional, preferably self-lapping type, suchfor-example,like that fully disclosed in the copending application of Harry G. 7 May, Serial No. 523 656,;filed February 24, i944, now Patent No. 2,381,222 and assigned to the assignee of the presentfapplication. Briefly this device comprises aplunger 250 operable upon displacement into the devicefrom a normalposition in which it'is shown in Fig. 4,- tosupply fluid to the speed control pipe 298 ata pressure proportional to the degreei of such displacement and torelease fluid under pressure from said pipe upon movement of the plunger out 'ofthe device in accordance with the ,extent of such movement, and, to pro: 'videfor opening of said pipe to atmosphere when in the normal position shown in Fig, 4.

As viewed in Fig. 4 the plungers 232, 240 and 250 of the'ahead and astern pilot valve devices 224 and 225 and of the speed control valve 226 cams 252, 253 and 254, the peripheral surfaces of n which are arranged for engagement, respectively, with the plungers 232 and249 of the ahead and astern pilot valvedevices224 and"225,and with one'side of one end'ofan arm 255, the opposite side-0f which engages plunger 250 ofthe speed control valve device 226. The other'end' of arm 255 is fulcrumed on a pin 256 carried by the casing.

The operating shaft 251 is provided with an axial bore in which is slidably mounted a plunger .258. oneend of which projects beyond one end of the shaft 251 for connection with one end of a lever 259. The opposite 'endof lever 259 is-fulcrumed on'a ,pin 250 carried 'by a lug projecting from the 1 casing. ,,Interrnediate its ends this lever engages plunger 246 of :the starting controlvalvedevicejfll. q .;::"-l

14 "'l'.'he operating shaft 25l is provided in one side'with aslot, and the plunger 259 is provided with an aligned slot 261 and extending into these slots'and pivotally mounted on a pin 262 carried 'inanear 263 projecting from the shaft 25l is one end of anoperators control lever 264'. A pin 265 extending across slot 26l and secured at opposite ends in opposite walls of said slot also extends through a recess provided in the end of the operators control lever 264. By this construction it will be seen that movement of the operators control lever 264 about the fulcrum pin 262'lengthwise of the control shaft 251 will shift thep1ilhgen258 longitudinally of said con- .trolshait. Thus movement of the plunger out of the position in which it is shown in Fig. 4 of .thedrawingwill rock thelever 259 in a counterclockwise directionto move plunger 246 into contact with the release valve 245 and then actuate said releasevalve to open the supply valve 242 of the startingcontrol device-221 for supplying I fluid-under pressure to the starting control pipe 201, while thereturn ofthe operators leverto vthe position in whichit is shown will operate the,. plunger 258 and lever 259 to permit closure ofthesup'plyvalve 242 and the openingof the release valve 245 for releasing fluid underpressure from the starting control pipe 201.

, Theoperators control device further comprises Qacover 26B-whichis secured to the base portion thereof and which has a slot 269 (Fig. 5) providinglfor movement of the operators control lever 264 ina direction about the axis of the control shaft 25| for rocking said shaft. In this slot the operators control lever 264 may have a Stop? position intermediate the ends of the slot, andat one or an Ahead side of said Stop position, a Full speedfl position and an intermediate or Run and idle position. At the opposite side of the 7 Stop position the lever may have an Astern full speed position and an intermediate or Run and idle position, all of these positions being indicated by legends in Fig. 5. Adjacent the Ahead runand'idle position the cover is provided with another slot 21l to permit lateral movementof thelever out of slot 269 for operat-.- ing the plunger 258 to efiect movement of the starting control valve device 221 for supplying fluid underpressure to the starting control pipe 201. A slot 212, like slot 2", is open to slot 269 adjacent the Astern run and idle position to also;pe rmit lateral movement of the operators control lever 264 toeffect operation of the starting control valve device 221 to supply fluid under pressure to the starting control pipe 201. With the operators control lever out of slots 211 and 212 and in slot 269, the starting control valve device 221; will. ,be operated to open the starting control pipe 201 tothe atmosphere.

The: cam 252 provided on the control shaft 25I is operative upon movement of the operators con- .trol lever out of Stop position in the direction of the legend Ahead (Fig. 5) to effect operation of the ahead pilot valve device 224 to open communication'ibetween the fluid pressure supply pipe 16:.and the ahead control pipe 205 by the time said lever reaches the Ahead run and idle position and then to maintain this communication open during further movement to the Ahead full speed? position. In all other positions of the lever264 .the ahead control device 224 will open pipe 205 to the atmosphere The astern cam 253 isso arranged. as to actuate the astern pilot valve device 225to open the fluidpressure supply pipe 16 to the astern control pipe 206 by the time the agaaspro a'operators ccontrol lever obtains .Astern run and .idle -ip osition upon movement from Stop posidzion, and :tmthenJm aintain this communication open during further :movement'of the lever to tthefAs'tern rfull speed position. 'In all other ,positions of the operators control lever the cam -253 permits operation of the astern control valve "device 225 .to open the'astern control pipe 206 to atmosphere.

The cam 254 is provided'to control displacement of plunger 250 from its normal position into the speed control valve device 226. With the op- 'er-ators control lever in 'Stopf position the -plunger 25il will occupyits normal position, in whichposition the speed control pipe 208 will be open-to atmosphere, and the cam 254 is so designed as to maintain-this condition upon movement of said lever to'both 'Run and idle positions. Upon movement of the operators control lever past either "Run and idle position'the cam 254-is operative to displace plunger 25!] into the speed control device 226 to effect operation thereof for-supplying 'iiui'd to pipe 208 at a pressureproportionalto the extent of such movementyand to provide a maximum pressur of fiuidin said-pipe in each of the Full speed positions.

In each of the station selector valve devices 68 'the-rotary-valve202 is arranged to beheld seated, against pressure of 'flu'idwhich may be acting on the seating face thereof through any of the passages'or' cavities open to said face, by fluid under pressure supplied to'chamber 215 through a passage 2-I'I5-from either the fluid pressure supply passage 106 by way of -a check valve 211 or'from the ahead orastern-controlpipes 205 or 206 by way of check valve 278 r-2l9; respectively. The check valves"2'I-'I, 218 and 279 are arranged to allow flow of-fluid under pressure to chamber 215 but to prevent reverse'flowout of said chamber.

- Operation In operationjlet" it be assumed that fluid pressure storage reservoir 69 is supplied with fluid under pressure. Fluid at the proper reduced pressure-will" therefore be supplied by the pressure reducing valve device Illtopipes I4 and leading to the maneuvering control device 65 associated with engine I and to the pilots control device 61, respectively, whil at the same time fluid at the same reduced pressure willbe provided by the pressure reducing valve device "'II to pipe I5 through which it will flow to the maneuvering controldevice65 associate'd with engine 2. Fluid under pressure thus supplied to each of the maneuvering control devices '65 will flow to passage I06 therein and'thence past the check valve 211 and through passage 216 to the rotary valve chamber 215 .for holding the rotary valve 202 sea'tedgandatthesame time, fluid will also flow frompassage I06 through chamber I05 and passage I04 to chamber I03 in the brake and fuel cont-roldevice 'I56tan'd from chamber I03 through passage I02 to chamber 96 containing the fluid pressure supply valves 95 and I40 of the ahead and astern control valve devices 93 and '94, respectively.

:Let it further be assumed thatlever'203 and thereby'rotary valve 202 ineach of the selector valve devices 68 is in th remote control position rendering the 'engineers control devices 66 ineffective for controlling operation of the respectiveengines and :ren'deringthe pilots contr.ol:devi-ce fil 'effective to control operation of 'said engines.

16 Let it also be assumed that the operators control lever 264 in the pilots control valve device 6'! is in Stop position, under which condition the ahead and astern control pipes 205, 206, the starting control pipe 20? and the speed'control pipe 268 will all be open to the atmosphere through, respectively, the valve devices 224, 225, 221 and 226. With these pipes thus vented, the parts of the ahead and astern control devices 93 and 94 in ach of the maneuvering control devices 65 will be in the positions shown in Fig. 2 opening chambers 09 and 9i at the opposite sides of the respective reversing pistons 08 to atmosphere. It will be further assumed that the engines have been stopped from previously operating in the astern direction under which condition the reversing piston 83 at each engine will be in its astern position as shown in Fig. 2.

With chambers 9i below the reversing pistons 68 at both engines open to atmosphere as above described, diaphragm chambers I63 in the respective starting control devices I55 will also be open to atmosphere through chambers ill by way of the double check valve devices I85, so that the parts of said control devices will occupy the positions in which they are shown in Fig. 2 for opening the respective starting control pipes 3| to atmosphere, so that the starting control cylinders 39 will condition the starting air valves 36 as shown in Fig. 1 for cutting off the supply of starting air to the starting air pipes 34 at the two engines. The parts of the brake and fuel control valve devices I56 in both maneuvering control devices 65 will also occupy the positions in which they are shown in Fig. 2 since diaphragm chamber I13 in each of the fuel and brake control devices I56 is opened to the atmosphere by way of the respective double check valve I82 and thence through passageI'lS and the ahead control device 93. With the brake and fuel control device I56 at each engine in this condition, fluid under pressure will be supplied from the respective chamber I63 to pipes 56 and 59a leading to the fuel cut-ofi cylinder 58 and to the brake interlock valve device 25 or 26. The fuel cut-01f cylinder 58 on each engine will thereby be operated to actuate the fuel cut-off device 55 to cut off the supply of fuel to the respective engine, so that the engine will be stopped.

With the clutch levers 6, associated with the two engines, in their engaged positions in which they are shown in the drawing, the brake interlock valve devices 25 and 26 will be opening communication between the respective pipes 59 and pipes 23 and 25, so that fluid under pressure will be effective through one or the other of pipes 23 or 24 and pipe I9 in the brake control relay valve device I8 for operating same to supply fluid under pressure to the brake cylinder device I6. The brake cylinder device will thereby be operated to actuate the levers I5 and I4 to force the brake shoes I3 into braking engagement with the brake drum I2 for holding the propeller shaft II, the engine drive shaft 3 and the two engines against rotation.

Starting and runnin engines to propel ship ahead Let it be further assumed that the system is applied for controlling propulsion of a ship and that the pilot now desires to start both engines I and 2 for moving the ship forwardly or in ahead direction. To accomplish this the pilot will move lever 264 of control device 61 out of Stop position to the Ahead run-and idle position. He

may stop such movement in the Ahead run and idle position until after the engine is conditioned for operating in the ahead direction in a manner which will be presently described and then move the lever 264 to "Ahead start position in slot 21 I, or if desired, he may move the lever directly from Stop position to the Ahead start position.'

Let it be assumed however that he initially moves the lever from Stop position merely to the Ahead run and idle position adjacent the start slot 21 I. This movement of the pilots control lever 264 will rotate the shaft 25I and thereby cam 252 for actuating the ahead pilot valve device 224 to supply fluid under pressure to the ahead control pipe 205 while maintaining the astern control pipe 206 and starting control pipe 201 open to the atmosphere through the respective control valve devices 225 and 221,

Fluid under pressure thus supplied to the ahead control pipe 205 will flow to each of the maneuvering control devices 65 and therein be transmitted through cavity 209m the selector rotary valve 202 to passage I38 leading to the respective ahead control valve device 93. When the pressure of fluid thus obtained in chamber I39 and acting on one side of diaphragm I29 in each of the ahead control valve devices 93 is increased to a degree sufficient to overcome the opposing force of spring I23, said diaphragm will deflect to close the respective release valve I61 and open the supply valve 95 for supplying fluid under pressure from chamber 96 to chamber 91. l V

In each maneuvering control device, fluid under pressure then flows from chamber 91 through passage 98 and pastthe check valve I80 to chamber 89 above the reversing piston 88. At this time chamber 9I below the reversing'piston 88 is open to the atmosphere through choke I52, passage I5! and past the release valve I4I in the respective astern controlvalve device 94, so that the pressure of fluid provided in chamber 89 is rendered effective to move the reversing piston 88 downwardly from its astern position in which it is shown in Fig} 2 to its'ahead position in contact withpressure head 92, which movement reverses the valve timing of the respective engine to provide for starting and running of the engine'in its ahead direction. g

As the reversing piston 88 ateach engine is moving from its astern position to its ahead position'as just described, the air in chamber 9| is displaced through choke I52 to atmosphere by way'of the astern control device 94, and at the same time a portion of said air is also displaced into passage I98 leading to the double check valve device I85. This displacement however is restricted by choke I52 in the communication to the astern control device 94 and by choke 200 into passage I99, so that movement of the piston 88 in the directio-niofthe pressure head 92 will create a certain back pressure in chamber 9| to oppose or dampen such movement so as to prevent sudden movement or slamming of the piston to its ahead position into contact with the pressure head 92.

At the same time as fluid underpressure is supplied from the ahead control valve device 93 to chamber 91 and thence to chamber 89 above the reversing piston 88 in each maneuvering control device 65, fluid from chamber 91 will also flow through passage I18 to the upper end of the double check valve I82 and move said check valve to the position in which it is shown in the drawing in case it is not already in such position, whereupon fluid will flow past'said check valve to passage I80 and thence to'chamber I13 above the diaphragm I12 inthe respective brakeand fuel control valve device'l56; When'the pressure of fluid thus obtained in diaphragm chamber I13 is increased suflicient .to overcome the opposing pressure of spring I69 the diaphragm will'move downwardly to close the supply valve HI and to open the release valve I10,'whereupon fluid under pressure will bereleased from pipes 59 and 59a and the respective fuel cut-out cylinder 58 to permit operationof said cylinder to move lever 56 of the fuel control device '55 to its fuel supply position indicated by thedot and dash line 51. This release of; fluid under pressure from pipe 59 at both engines will also permit release of fluid under pressure from pipes 23 and 24 through the respective brake interlock-valve devices 25 and 26 and thereby from the brake, control relay valve device I8 which will then operate to effect a release of the brake on, the propeller shaft II, in order that the propeller'may be turned by the engine upon the running thereof. 7

As the reversing piston 88 in each of the maneuvering control devices 65 is moved from its astern position to its ahead position, the passage I91 is opened to the chamber 89 after a certain slight movement of the piston out of the astern position, whereupon fluid supplied to chamber 89 for moving the piston 88 will flow to said passage and thence to chamber I92 in the double check valve device I8 5. The pressure of fluid thus provided in'chamber I92 and effective on the check valve I9I' will-then movesaid valve into contact with the seat rib I against opposing pressure of fluid whichmay beeffective in chamber I95 on the check valve I94,and whichopposing pressure will substantially equal that provided in chamber 9| by movement of piston 88. At substantially the time the reversing piston 88 attains its ahead position in contact withthe pressure head 92, the passage I9'8 'willb'e opened to chamber 89 above said piston, whereupon fluid effective in said chamber will flow to passage I98 and thence to chamber I95 in the double check valve device I85. Fluid thus providedin chamber I95 will then flow past the unseated check valve I94 to passage I68 and thence through choke I65 and passage I64 to chamber I63 above diaphragm I59 in the starting controlvalve device I55. When a suflicient pressure is thus obtained in chamber I63 to overcome the opposing pressure of control spring I61 the diaphragm I59 will deflect to close the respective release valve I58 and open the supply valve I51. l v

The opening of valve I 51 in each maneuvering control device 65 as just described will, however, be without e fiect at this time since chamber I 60, which is connected to the starting control pipe 201; is open to the atmosphere by way of the starting control valve device-221 in the pilots control valve device 61 with the pilots control lever 264 in the Ahead run and idle position adjacent to but out of the start slot '21I; Movement of the pilots control lever 264 into slot 21 I will however operate the starting control device 221 to supply fluid to the starting control pipe 201 and thence to chamber I60 in the starting control valve device I55 in both maneuvering. control devices. In each maneuvering control device the fluid thus supplied to chamber I60 will then flow past valve I 51 in the starting control device I55 to pipe M and thence to the respective starting cylinder 39. When the'pressure of fluid inthe cylinders 39 is thenincreased to a sufficient degree, said cylinders at both engineswill operate the starting air valves 36 to supply starting air to pipes 34 from which it will flow through :the different pipes 35 to the engine cylinders for causing the engines to start turning in the direction determined by the engine valve gearing as adjusted by the respective reversing pistons 88. With the fuel'control devices 55 adjusted as above described to supply fuel to the engines, such fuel will be provided or injected as the engines are placed in motion by the starting air from pipes 34 and will thus be effective to cause the engines to immediately fire and run in the selected direction.

After the engines are thus placed in motion and are running on fuel supplied thereto, the pilot will move his control lever 264 out of slot 21I to the Ahead run and idle position to operate the starting control device 221 to release fluid under pressure from the starting control pipe 281 and thereby from pipes 3| and the starting air cylinders 39 on both engines,whereupon said cylinders will operate the respective starting valves 36 to cut off the supply of starting air to pipes 34. With the pilots control lever 264 in the Ahead run and idle position conditioning the speed control device 226 to open the speed control cylinder 53 at both engines to atmosphere, the engines will then continue to run on fuel at an idling speed.

The pilot may now accelerate the two engines in unison to any desired speed above idling by suitable adjustment of the control lever 264 be tween the Ahead run and idle position and the Ahead full speed position for supplying fluid to the speed control .cylinders 53 at .a pressure to pI'OVide corresponding adjustment of the governor control levers -5I at the two engines, as will be apparent.

In the operation above described it will be noted that in each maneuvering control device 65 the supply of fluid under pressure from chamber 89 above the reversing piston 88 through the double check valve device I85 for operating the starting control device I55 is retarded by'choke I65 in passage I66, as well as by choke 280 in passage I98. One purpose of choke 260 has hereinbefore been described, but this choke is also effective with choke I65 to delay obtaining sufiicient pressure on diaphragm I59 in the starting control device I55 for opening the supply valve I51 for a certain relatively short period of time, such as two seconds, after passage I98 is opened to chamber 89 above the reversing piston 88, in order to insure movement of said piston into contact with pressure head 92 and thusinsure a complete reversal of the valve gear or timing of the respective engine before the starting control device I55 can operate to supply fluid under pressure for causing operation of the starting air cylinders 39 on the two engines for supplying starting air to the engines. It will be apparent that this delayed operation of the starting control device I55 at each engine would not be necessary if the operator in starting the engine would merely move the control lever 264 to Ahead run and idle position and allow it to remain there until after the operation of the reversing piston 88 had been completed. However, it is more desirable to allow the operator to move the control lever 264 directly to the Start position without hesitation in the Run and idle position, and under this condition the chokes 209 and I65 insure complete reversal of the engines valve gear before-starting air is supplied to the engine to place the engine in motion.

Reversal of engines to reverse movement of ship from ahead to astern Now let it be assumed that, with the ship being propelled in the ahead direction under the power of both engines I and 2, the pilot desires to reverse the direction of movement of the ship under the power of both engines. To accomplish this he will move lever 264 in the control device 61 from whatever position it may occupy between the Ahead run and idle and Ahead full speed positions to the Astern run and idle position and then, if desired, directly into the astern starting slot 212,

This operation of the pilots control lever 264 will actuate the ahead pilot valve device 224 to open the ahead control pipe 295 to atmosphere and at substantially the same time will actuate the reverse pilot valve device 225 to open the reverse control pipe 206 to a chamber 229, so that fluid under pressure will be supplied to the latter pipe. This operationof the pilots control lever 264 will also effect operation of the speed control device 226 to open the speed control cylinders 53 at the two engines to atmosphere for releasing fluid under pressure from said cylinders to allow movement of the governor control arms 5| to their engine idling positions and at the same time will also actuate the starting control device 221 to supply starting air to the starting control pipe 201.

The release of fluid under pressure from the ahead control pipe 205 by movement of the pilots control lever 264 to the Astern start position in slot 212 will result, at both engines, in prompt release of fluid under pressure from chamber I30 in the ahead control valve devices 93 by way of the check valves I34 and I35 by-passing the choke I32, whereupon in both of said devices the suppy valves 95 will close and the release valves I01 will open for releasing by way of choke 99 fluid under pressure from chamber .89 above the respective reversing pistons 88. At the same time, fluid under pressure will also be released in each maneuvering control device 65 from diaphragm chamber I13 of the brake and fuel control device I56 by way of passage I80, past the double check valve I82, through passage I18 and chamber 91. Fluid under pressure will also be released from diaphragm chamber I63 in the starting'control device I55 by way of passage I64, past the two check valves I15 and I16 and thence by way of chamber I13. and passage I80. In each maneuvering control device 65, the choke 99 restricts the rate of release of fluid under pressure from the reversing piston chamber 89 but there is no restricting means in the release communication from diaphragm chambers I13 and I63 of the brake and fuel control device I56 and starting control device I55, and moreover, choke I65 restricts flow of fluid under pressure to said chambers from the reversing piston chamber 89. As a result, promptly upon movement of the pilots control lever to the Astern start position in slot 212, the fuel and brake control device I56 at each engine will operate to supply fluid under pressure to the respective pipe 59, for cutting off the .supply of fuel to the engine and for applying the brake to the propeller shaft II, and the starting control device I55 at each engine will also operate to close communication between the starting control pipe .291, which is supplied with fluid under pressure from the pilots control device in the Ahead start position and the starting pipe 3|,and will open the'latter pipe plied to the engine during reversing operation.

Fluid under pressure supplied to the astern control pipe 206 upon movement of the pilots control lever 264 to the Astern start position in slot 212 will flow to each of the maneuvering control devices 65 and thence through passage I46 andchoke I45 to chamber I43 in the respective astern control device 94. The choke I45 at each astern control device 94 is effective todelay obtaining sufficie'nt pressure in chamber I43 on diaphragm I42 to deflect said diaphragm against the opposing force of the'control spring for a period of time sufficient for the engine to be substantially stopped by operation of the brake on the propeller shaft, following which the pressure inchamber I43 Will deflect the diaphragm I42 downwardly to close the respective release valve MI and open supply valve I46. The opening of the supply valve I46 in the astern control device 94 of each maneuvering control device will supply fluid under pressure to chamber I56 from which it will flow in one direction through passage I5I and past check valve I53 to chamber-9I below the reversing piston 88. Since chamber 89 above the reversing piston is at this time open to atmosphere through the aheadcontrol device 93 the pressure of fluid thus obtained in chamber 9I will move the reversing piston 88 from the ahead position in contact with pressure head 92 back to its astern position shown in Fig. 2, the chokes I99 and 99 being effective during this movement to retard displacement of air from chamber 89 in the same manner and for the same purpose as chokes 268 and I52 act-upon movement of the reversing piston to its ahead position, as hereinbefore described. 7

At the same time as fluid under pressure is supplied from the astern control device 94 through chamber I59 to chamber ill in each of the maneuvering control devices,'fluid pressure will also flow from said chamber I59 through passage I19 to the lower end of the double check valve I82 and move said, check valve'to its upper position, since passage I18, open to the opposite end of the check valve, is at this time open to atmosphere through the respective ahead control valve device 93. In the upper position of the double check valve I82 fluid under pressurewill then flow from passage I19 to passage I88 and thence to diaphragm chamber I13 in the brake and fuel control valve device I56 to cause operation of said device to release fluid under pressure from pipe '59 on the respective engine to permit operation of the fuel control cylinder 59 to return the fuel cut-off device 55 on said engine to its fuel cut-in position. 7 This release of fluid underpressure from pipe 59' at the two engines will also permit release of the brake on the propeller shaft I I.

It will be noted that since, in each maneuvering control device, the astern control valve device 94 is prevented from operating to supply air to chamber 9| for reversing the piston 59 until after the engine has been'substantially stopped, as above described, the fuel and brake control device I56, as controlled by said astern control device, will maintain the supply of fuel to the engine cut off until after the engine has been substantially stopped and then operate to permit a resupply of fuel to the engine.

In each maneuvering control device, movement of the reversing piston 88 from its ahead position in contact with pressure head 92 to its astern position shown in Fig. '2, will first open passage I98 to chamber 9I so that fiuidunder pressure will flow from said chamber to chamber I95 in the double check valve device I85, and this pressure acting on the check valve I94 will move same into contact with its seat I93 and thus move the check valve I9I out of engagement with its seat I90. When the reversing piston 88 then attains its astern position, fluid will be supplied from chamber BI to passage I91 and this fluid will flow past the check valve I9I in the double check valve device I85 to passage I86 and thence through choke I65 to chamber I63 above diaphragm I59 in the starting control'valve device I55. At this time the choke I65 acts in the same capacity as before described to delay obtaining sufficient pressure in chamber I63 to deflect diaphragm I59 against spring I61 for a period of time sufficient to insure complete movement of the reversing piston 88 to its astern position shown in Fig. 2. Upon expiration of this time period, the pressure in chamber I63 will then deflect diaphragm I59 to close the release valve I58 and open the supply valve I51. With the supply valve I51 of the starting control valve device I55 thus open, fluid under pressure supplied to the starting control pipe 2ll1 by way of the pilots control device 61 in its astern start position will flow to the starting pipe 3| to thereby effect operation of the starting air cylinder 39 and starting-air valve device 36 to supply starting air to the starting pipe 34 on the respective engine, The two engines will then be placed in motion by the starting, air supplied to the respective pipes 34, and since the fuel control devices 55 on the engines were previously condiditioned for supplying fuel to the engines, the engines, after being placed in motion by starting air, will fire and run on fuel.

g, After theitwo engines have been thus started andrare running'on fuel, the pilot will move his control lever 264 out of the slot 212 back to Astern run and idle position to release fluid under pressure from the starting air cylinders39 at the two engines for thereby cutting off the supply of starting air to the, engines. The pilot may then adjust his control lever 264 in the direction of the Astern full speed position as requiredfor accelerating the two engines to, provide the desired rate of movement of the ship in the astern direction. 7 a

engines to reverse movement of from astern to ahead 7 a Reversal of If theioperator should now desire toreverse the direction of movement of the ship from the astern direction under the power of both engines to the ahead direction under the power of both engines he will move the control lever 264 from the position in slot 269 which it may occupy between the Astern full speed position and the Astern run and idle position to the opposite side of- Stop position and then, if desired, immediately into the starting slot 21I. Thetwo maneuvering control devices 65 will then operate in unison in response to this operation of the pilots control lever 264 to .cut off the supply of fuel't'o both engines, to cause operation of the brake on the propeller shaft to stop said engines, and to close off the supply of starting air to the engines. Then after the engines have 2 been brought to a stop, the two maneuvering control devices will supply fluid under pressure to chambers 89 above the reversing pistons 88 to effect reversal of the valve timing or gear in both engines and at. substantially the same time, will release the brake on the propellershaft and cause operationof the fuel control devices 56 at both engines areas lfi 23 to againsupply fuel to the engines, and after the valve gear or timing of both engines has be n reversed, the manuevering control devices will supply starting air to both engines for causing starting and running thereof in the new direction, in a manner which will be apparent from the above description of the operation of the apparatus in response to movement of the pilots control lever to reverse the direction of operation of the engines from ahead to astern.

It is desired to point out that in reversing the direction of operation of the engines from astern to ahead, the choke 32 in both maneuvering control devices acts in the same capacity as choke 145 upon reversing the direction of operation of the engines from ahead to astern, i. e., to prevent operation of the reversing pistons 88 to reverse the valve gear or timing in the respective engines, .until after the engines have been substantially stopped.

Stopping of engines In order to stop the engines from either direction of operation the pilot need only move the control lever 264 back to Stop position in which .both the ahead and astern control pipes 205 .and 206 are opened to the atmosphere. The ahead or astern control valve device 93 or 9.4, whichever was last effective in the two maneuvering control devices 65 to determine the direction of operation of the engines, will then operate upon the release .59 on the engines will also flow to thelbrake interlock valve devices 25 and 26' and with the clutch control levers 6 in their engaging position, fluid under pressure will flow through said devices to pipes 23 and 24 and from one or the .otherof pipes 23 or 24 through the double check valve device 22 to efiect operation of the brake relay valve device [8 to apply the brake tothe propeller shaft II for bringing the two engines to a stop.

Starting and running engines to propel ship astern :With the engines stopped, the starting and running thereof to cause movementof theship-in the i1 astern direction may beeffected by movement of lever 264 of the pilots control device 6! from Stop position into slot 272 and then back to the Astern run and idle position and-subsequent adjustment thereof in the direction of the Astern .full speed position, as will be readilyapparent from the above description.

Selective individual control of engines In certain marine-service employingaplurality of engines arranged to operate in multipleto drive a ship's propeller and arranged to becontrolled in multiple from a single control device, such as the pilots control device 6.? in the present :ap-

i the present invention thisgmay be accomplished,

driving the propeller shaft ll. selector valve devices68 at .either one or both engines to their remote control positions will 2.4 for instance with engine by moving the-control lever-j for clutch 4 to disengaged position indicated by dot and dash line 1, to disconnect said engine from-drive shaft 3, and by also operating lever 203 of the respective selector valve device 68 to turn the rotary valve 202 from its remote control position (Fig. 2) to the local control position (Fig. 3) in which the respective maneuvering control device 65 is disconnected from the pilots control device 61 and connected to the local engineers control device 6,6. This operation of the selector valve device 68, associated with'engine I will not aifect in any waythe control of engine 2 by the pilotfs-control device 61 in the manner above described. It should however be noted that disengagement of the clutch 4 forengine I will actuate the respective interlock valve device 25 to close communicationbetween'pipe 23 and pipe 59 on engine I and to open pipe 23 to the atmosphere, whereby the stopping of engine I cannot cause operation of the brake to brake the propeller shaft l; I r and thus interfere with propulsion of the Ship by engine 2. Under this condition the control of the brake is wholly under the control of the maneuver-ingcontrol devicefifiassociated with engine 2; the double check valve 22 being operative t9 close communication between pipes I9 and .23toprovideforthls control.

With the selector valve device 58, associated w th "en i e I. n it l ca c n l o i i n a shown in Fig. 3 connecting themaneuvering controldevice on said engine to the respective engi-neerfs control device 66, it will be readilyapparent that by operation of said engineers controldevice by the engineer in the same manner as the pilots controlvvalvedevice 61 waspperated as above described, the maneuvering gear control device 65 of engine I will operate to efiect starting, stopping and reversing of engine I in the same manner as above described, but independently of the operation of engine 2 as controlled by the pilots control device 66.

In a manner like that just described, movement of the selector valve device 68, associated with engine 2, to its local position will transfer the control of said engine from the pilots control device 6! to the engineers control device 66 for that engine, and with the respective clutch control leverfi in its disengaged position, the engine 2 may .be controlled by .the engineer independently of the engine l, which may remain under the control of the pilots control device 6.

It will also be apparent that in case of failure of .saidengines to the individual engineers control devices 66, whereby the engineer may individually control the operation of both engines for Return ofthe transfer control of that engine or engines from the engineer backto the pilot, as will be apparent.

Summary From the above description it will now be seen that we ,have provided a control system for a ships propeller orthe like embodying a pair of engines adapted to ,be connected through individual clutches to drive said propeller, and

The engines clutches are operable to either connect or disconnect the engines from the propeller shaft with which there is associated a brake to brake said shaft for stopping said propeller and engines. The control of the brake is by the engine maneuvering control means and such control is interlocked with the two engine clutches, so that the brake may be effective to stop the respective engines when their clutches are engaged but ineffective when disengaged. By this arrangement either engine may be disconnected from the propeller for use to drive a fire pump, and the engine may then be stopped if desired, for example, without causing operation of the brake to stop the other engine and without interfering in any way with operation of said brake in connection with the other engine which may still be employed to turn the propeller.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. In combination, a member to be driven, a plurality of motors for driving said member, a brake for said member, control means for said motors operable to control running and stopping thereof and to also control application and release of said brake, individual coupling means for each motor for connecting and disconnecting the motor to and from said member, and brake interlock means conditioned upon operation of either coupling means to connect the respective motor to said member to render said brake controllable by said control means and conditionable upon operation of either coupling means to disconnect the respective motor from said member to render said brake noncontrollable by said control means.

2. In combination, a member to be driven, a plurality of motors for driving said member, individual clutch means for each motor for connecting and disconnecting the respective motor to and from said member, an individual brake control pipe associated with each of said motors, individual control means for said motors operable to control running and stopping thereof and also operable upon operation to effect stopping of either motor to effect a supply of fluid under pressure to the respective brake control pipe and upon operation to effect running of the last named motor to effect a release of fluid under pressure from the respective brake control pipe, a double check valve connecting said brake control pipes to a third pipe and being operable by fluid under pressure supplied to either brake control pipe to provide for flow of fluid under pressure therefrom to said third pipe and to close communication between said third pipe and the other brake control pipe, interlock means controlling communication through each of said brake control pipes, individual clutch control means for each clutch means operable upon rendering the respective clutch means effective to effect operation of the respective interlock means to open communication through the brake control pipe controlled thereby and operable upon rendering the respective clutch means ineffective to close said communication and open to atmosphere the portion of the respective pipe connected to said double check valve, and braking means for said member controlled through said third pipe and rendered effective to stop said member upon supply of fluid under pressure to said third pipe and rendered ineffective upon release of fluid under pressure from said third pipe.

3. A control system comprising a shaft to be driven, braking means for said shaft, a pair of engines, means including a clutch for each engine for operatively connecting the respective engine to said shaft, clutch control means for each clutch operable to render the clutch either effective or ineffective, maneuvering control means for each engine operable to control starting, speed and reversing of the engine and also operative to control operation of said braking means, an operators individual control device for each of said maneuvering control means, an operators master control device for controlling both of said maneuvering control means in unison, selector means operable to render either said individual control devices effective and said master control device ineffective, or said individual control device ineffective and said master device effective, to control said maneuvering control means, and means controlled by each of said clutch control means operable with the respective clutch effective to render said braking means controllable by the respective maneuvering control means and operable with the respective clutch ineffective to render said braking means non-controllable by the respective maneuvering control means.

. HARRY C. MAY.

ROY R. STEVENS.

REFERENCES CITED UNITED STATES PATENTS Name Date Keel et a1. July 14, 1942 Number 

